, .

TECHNICAL REPORT STANDARD TITLE PAGE

1. aope" No. 3. aoci,i ... t·. c...I •• No.

FHWA/TX-83/10+550-1 4. Tltl. en4 Sulttitl. 5. a .... " D.t.

AN EVALUATION OF A SULPHLEX SEAL COAT March 1983

7. A.thorI.) I. Port. .. i". O..-i.Ofion R.,o,t No.

Richard L. Tyler 550-1 'I. p., ...... in. O, ... i.Ofi!n N_ ... II AIIII, ... 10. Wort Unit No.

State Department of Highways and Public Transportation I-:-:---=----=--~------t P.O. Box 5051 11. Con"octo,G,ontNo.

Austin, Texas 78763 DOT-FH-II-8608; T.O. No. 19 13. T". of Ropo".,,11 P.,ioel Co".,.eI

~~-------------~~--------------------------~ 12. Spon'o,in. A .... cy N_ ... II AlleI, ...

Federal Highway Administration Implementation Division

Design and Construction

400 7th Street S.W; ~Iashington, D.C. 20590

15. Su"I_tory Not ••

J •• Spon.o,in. A •• ncy Coli.

This study was conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration.

16. AIt.t,oct

The Texas State Department of Highways and Public Transportation placed ~ short "unofficial" Sulphlex chip seal in August, 1980. The material was placed with a conventional, unaltered asphalt distributor. Placement went well and the job was c~nsidered to be a success.

Based on the experiences of the unofficial Sulphlex chip seal, as well as experi­p.nces with sulfur extended asphalt hot mix jobs, it was felt that a Sulphlex chip ~eal might be (l)more durable than a similar asphalt cement seal and (2)less likely to bleed or flush than a similar asphalt cement seal. Test sections for the official research study were selected in an effort to examine these potentials.

The Sulphlex chip seal was designed and placed similar to the way a typical asphalt seal coat would have been designed and placed. There were numerous viscosity related problems during the job, but a very good chip seal was placed despite the difficulties. Further, it was felt that the viscosity problems could be handled with relative ease in future jobs.

17. Koy W.,4.

Sulphlex Chip Seal Seal Coat Sulfur

19. $ocurlty CI ... I'. (.f thil ,....-t)

Unclassified

f.r. DOT f 1700.7 , .... ,

II. Diltriltuti." Stot_on'

No restrictions. This document is available to the public through the National Technical Information Service, Springfield, Virginia, 22161

». Socurlty Clo .. U. (of thil , ... )

Unclassified 21. N •• of p.... 22. Prico

The contents of this report reflect the views of the author who is responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Federal Highway Administration. This report does not constitute a standard, specification, or regulation.

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TABLE OF CONTENTS

Page

LIST OF FIGURES •••••••••••••••••••••••••••••••••••••••••••••••••• v

ACKNOWLEDGEMENTS ••••••••••••••••••••••••••••••••••••••••••••••••• vi

BACKGROUND .........................••............................ FIRST (UNOFFICIAL) SULPHLEX CHIP SEAL ....••.••.•......•••••......

1

1

SELECTION AND CONDITION OF THE TEST SITES •••••••••••••••••••••••• 5

DESIGN CONSIDERATIONS AND TECHNIQUE •••••••••••••••••••••••••••••• 9

CONSTRUCTION OF THE SULPHLEX CHIP SEAL ••••••••••••••••••••••••••• 12

EMISSIONS MONITORING ••••••••••••••••••••••••••••••••••••••••••••• 19

LABORATORY TESTS ................................................. EQUIPMENT CONSIDERATIONS ......................................... PROBLEMS .........................................................

21

24

25

CONCLUSIONS •••••••••••••••••••••••••••••••••••••••••••••••••••••• 26

RECOMMENDATIONS •••••••••••••••••••••••••••••••••••••••••••••••••• 27

APPENDICES ••••••• ~ ••••••••••••••••••••••••••••••••••••••••••••••• 29

iv

LIST OF FI6URES

Page

1. Viscosity-Temperature Curves for Sulphlex, AC-3, AC-20 1 and Sulfur •••••••••••••••••••••••••••••••••••••••••••••• 2

2. Plan View of Test Section •••••••••••••••••••••••••••••••••••••• 6

3. Typical Section of Existing Roadway............................ 7

4. Traffic Counts on Test Section ••••••••••••••••••••••••••••••••• 10

5. Toxic Effects Due to Various Concentrations of S02 and H2S ••••••••••••••••••••••••••••••••••••••••••••••••• 20

6. Sulphlex Laboratory Data Summary ••••••••••••••••••••••••••••••• 23

v

ACKNOWLED6EMENTS

Co-principal investigators Mr. Richard H. Magers, Supervising Laboratory Engineer, and Mr. Jon P. Underwood, Supervising Research Engineer, were responsible for the preliminary planning, site selection, and evalua­tion. Mr. Magers and his staff designed the chip seal and coordinated all construction activities. Special appreciation goes to Mr. M. Henry Hardy, District Geologist, who directed and coordinated the construction activities; to Mr. William 6arbade, Supervising Resident Engineer, and to Mr. Melvin Ma1tsberger and his dedicated group of employees who placed the chip seal.

vi

BACKGROUND

During the early 1970·s the highway industry experienced an increased awareness of the limitations and finiteness of the world's oil supply, of ever increasing fuel prices, and of the economic motivation for re­fineries to squeeze more fuel and less asphalt from each barrel of oil. At the same time, the supply of sulfur was steadily increasing. The involuntary production of s~lfur resulting from the processing of sour natural gas and from metallurgical operations. especially, was increasing.

Southwest Research Institute (SwRI) in San Antonio, Texas had begun an active program in sulfur product development in 1959. And in the mid­seventies under the sponsorship of the Federal Highway Administration, they undertook a project to chemically modify elemental sulfur. Specif­ically, they sought to improve its engineering properties for the pur­pose of providing: (1) a binder to serve as a replacement for asphalt in flexible paving'mixtures and (2) a binder to serve as a replacement for portland cement in rigid paving mixtures. The objective was to develop a system to modify sulfur so that it would serve as the total binder in paving mixes, not just as an additive or asphalt extender.

For flexible paving mixtures, the researchers at SwRI sought to chemi­cally modify sulfur such that it would retain, indefinitely, some of the desirable characteristics of polymeric sulfur. The resultant plastici­zation process was one with which they could modify sulfur by reacting it with non-petroleum-derived chemical hydrocarbons. They called the products Sulphlex. The materials were formulated to have viscosity­temperature curves similar to those of asphalt cement but distinctly· different from those of elemental sulfur (Fig. 1).

THE FIRST (UNOFFICIAL) SULPHLEX CHIP SEAL

Texas State Department of. Highways and Public Transportation (SDHPT) placed 1.5 miles of Sulphlex hot-mix on August 26, 1980. The Sulphlex formulation which was selected for the test, No. 233A, consisted of 68S sulfur, 12S dicyclopentadiene, lOS vinyl toluene, and lOS Solvenol 2. Production and placement were accomplished using unaltered, conventional hot-mix paving equipment, and there were no significant problems.

After the hot-mix sections were placed, there were 1250 gallons of Sulphlex binder left in one transporti so district personnel decided to use this material to place an ·unofficial· chip seal at the end of the

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TEMPERATURE, Dl6RlES FAHRENHEIT

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VISCOSITY- TEMPERATURE CHART:

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COMPARISONS OF AC-20, AC-3, SULPHLEX B SULFUR

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hot-mix test section. Total length of the chip seal was 3000 feet and the width was approximately 13 feet. Two types of aggregate were used: two loads of a precoated Grade 3 limestone rock asphalt which were spread at a rate of 1 cubic yard to 85 square yards and seven loads of Grade 4 (Delta) sandstone which were spread at a rate of 1 cubic yard to 100 square yards. An attempt was made to shoot 0.4 gallon of Sulphlex per square yard for the Grade 3 material. but since there was so little of it. it was estimated that something less was actually shot. Approximately 0.3 gallon of Sulphlex was shot for the Grade 4 material. An asphalt control section was placed adjacent to the Sulphlex chip seal; it consisted of AC-10 shot at approximately 0.3 gallon per square yard with a Grade 4 (Delta) sandstone spread at a rate of 1 cubic yard to 110 square yards.

UNOFFICIAL (1980) SULPHLEX SEAL COAT AND CONTROL

The site for both the Sulphlex hot-mix test sections and the unofficial seal coat section was northwest of San Antonio on Loop 1604. the outer loop around the city. The original roadway was constructed in 1961. It consisted of eight inches of flexible base and a two-course surface treatment. In 1970 this was overlaid with one inch of hot-mix asphalt concrete. Average daily traffic was 5600 with 9.3% trucks, and the average ten highest wheel loads (ATHWLD) was 12,300 with 60% tandem axles. The pavement had begun to flush and rut 1n some areas.

3

There were no major problems during placement of the unofficial chip seal, but the handling characteristics or workability of the Sulphlex was found to be different from that of AC~lO. The Sulphlex was so viscous that the spray from the nozzles on the distributor bar did not fan out well; and after contacting the pavement, the Sulphlex didn't flow out evenly. Visible (but otherwise insignificant) ridges in the seal coat resulted from having had these longitudinal rows of binder. At one point the distributor inexplicably lost pressure and this caused more pronounced streaking for several yards. Further, the binder did not appear to adhere to the aggregate very well. Initially, it was felt that the material would have to be removed from the roadway; but within two to three hours the aggregate had seated and stuck very tightly.

PRONOUNCED STREAKING IN UNOFFICIAL (1980) SULPHLEX SEAL COAT

During the ensuing months, the control (AC-IO) seal coat flushed very badly. On the other hand, the Sulphlex seal proved to be very durable and it did not bleed. The test was considered to be a success with most (if not all) of the problems being attributed to the higher viscosity. Notwithstanding the difficulties, a reasonably good seal coat had been placed with standard, unaltered equipment and with basically the same design which was used with AC-IO.

4

SELECTION AND CONDITION OF THE TEST SITES

For purposes of this report, the terms ·chip seal· and ·seal coat- will be used interchangeably. The Texas State Department of Highways and Public Transportation 1982 Standard Specification describes a seal coat as • ••• a surface treatment composed of a single application of asphalt covered with aggregate for the sealing of existing pavements in accord­ance with these specifications,· and it describes a surface treatment as • ••• a wearing surface composed of a single application of asphaltic ma­terial covered with aggregate, constructed on the prepared base course or surface in accordance with these specifications.·

Seal coats can be used for reasons other than just sealing an existing surface, however. They can also be used for such things as to enrich an existing dry or raveled surface, to provide skid resistance, and with varying degrees of success, to try to stop pavements from bleeding.

While many have wanted and tried to control bleeding surfaces with the relatively inexpensive seal coat, its effectiveness has been dubious. Indeed, how appropriate could it be to spray a layer of asphalt on top of an already over-asphalted material? Further, the seal coat has shown a particular weakness where it was subjected to excessive stopping and turning maneuvers, such as at intersectons. The aggregate frequently shells out when the seal is placed in an area with such heavy scrubbing action.

Based on the performance of the initial test sections of Sulphlex, both the hot-mix and the unofficial chip seal, it was suggested that the ma­terial might perform well as a chip seal binder in two specific problem areas: the control of bleeding pavements and the control of shelling aggregates at intersections or other areas where there was excessive turning or stopping movements. It had been observed that the sulfur­asphalt type mixes in Texas had be·en dry and not prone to flushing or bleeding. This was also true of the previous Sulphlex jobs. And while Sulphlex and asphalt were obviously compatible, it was believed that excess asphalt would not bleed up through a Sulphlex chip seal. The Sulphlex pavements were more rigid than comparable pavements made of asphalt; so it seemed possible that a Sulphlex chip seal would be less susceptible to shelling than an asphalt seal.

One of the sections which was chosen for the chip seal test was a (one w~) section of IH 10 service road which had extensive flushing as well as excessive turning movements. It was a portion of the east/southeast bound frontage road between De Zavala Road on the upper end and Huebner Road on the lower end (Fig. 2). It was approximately three-quarters of a mile long.

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The original roadway was constructed in 1961. It consisted of approxi­mately 11 inches of flexible base, a one course surface treatment, and two inches of Type C (Appendix A. Page 29) hot-mix asphalt concrete (Fig. 3). About five years after construction, a one course seal coat of AC-I0 and Grade 4 precoated aggregate was placed •

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Standard SDHPT flexible pavement condition survey forms were used to comprehensively and objectively evaluate pavement distress throughout the section. The form requires an estimate of the percent of area which is affected by a particular type of distress, and then the distress is judged to be Slight, moderate or severe. Following are the distress types or causes of distress which were considered: rutting, raveling, flushing, corrugations, alligator cracking, longitudinal cracking, transverse cracking, and patching.

In addition to extensive flushing, the section was found to have a few minor localized spots of raveling, which appeared to be the result of inadequate joint rolling. Of greater significance, however, was a size­able area of unstable mix near the south end of the section where traf­fic slowed 1n order to turn onto an on-ramp to enter the freeway. The braking/turning maneuvers had caused moderate rutting and several spots of severe shoving. This area had been repaired at least once previ­ously; and prior to the placement of the Sulphlex chip seal, the major

7

shoved areas were cut out and backfilled with cold~ix. The average skid number was 25 as measured by the standard ASTM (40 mph) E 274 locked-wheel skid test.

SHOVED AREAS BEFORE REPAIRS

SHOVED AREAS AfTER REPAIRS

8

-- ----------- -

One particular portion of this roadway offered an even more severe test. A service station/truck stop was situated about midway through the sec­tion, just below an off-ramp. The flushed condition of the existing roadway clearly reflected the volume of trucks and severe turning maneu­vers where vehicles entered and exited from the station. Additionally, it was suspected that the station operator had been cleaning the drive­way with harsh solvents; and since typical petroleum solvents will not cut Su1ph1ex, this was considered to be another advantage to using this particular roadway for the test.

A 24-hour traffic count (which was made on a weekday in. January 1982 and which was not seasonally adjusted) showed the traffic to be 2540 above the off-ramp with 2300 vehicles per day exiting from the freeway onto the service road just upstream from the station. Traffic downstream from the station was 4840, and the truck count was 4.1S (Fig. 4).

Another test site, the intersection of FM 1535 and lp 1604, was selected because it offered a greater volume of traffic, traffic traveling at high speeds, and braking and turning maneuvers. However, due to con­struction problems, this site was not used.

Both sites were only a few miles from the original Su1phlex test sec­tions, and they were reasonably close to the San Antonio District Office and Southwest Research Institute.

DESIGN CONSIDERATIONS AND TECHNIQUE

The San Antonio District uses a modified Kearby seal coat design method which is based on the SDHPT Manual of Testing Procedures Test Method Tex-216-F. Test Method Tex-216-F describes a -board" test for deter­mining the adherent quality of aggregate proposed for use as surface treatment material. It provides the initial quantities to which adjust­ments are made, depending on the characteristics of the existing surface and the volume of traffic.

Assuming that District personnel had decided to seal the section and given that 1t had extensive bleeding with traffic approaching 5000 vehicles per day, a typical chip seal design would have called for a Grade 3 aggregate with approximately 0.38 gallon per square yard of

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AC-tO binder. It would provide for a very durable aggregate with a maximum size of 5/S inch; sufficient mat thickness to hold the rock; and an aggregate depth which would retard the flushing, provide good drainage, and skid resistance.

The actual selection of aggregate, rate of application of binder mater­ial, and aggregate distribution rate were arrived at through engineering judgement based on years of experience with the board test design method, years of field experience in placing seal coats, and the some­what limited but valuable experience of having placed the unofficial chip seal in August of 1980. In other words, the 5ulphlex chip seal was designed the way any other seal coat would have been designed, except with a great deal more scrutiny and the limited knowledge Of how the material had handled before.

Two types of aggregates were selected for the test. One was a Grade 3 Modified, HVT (high volume traffic) limestone rock asphalt blended with traprock and precoated with flux oil. ApprOXimately 20 cubic yards of this material were used on the inside lane at the lower end of the job. It complied with a special specification (Appendix B, Page 33). The aggregate which was used throughout most of the job was a Grade 3 limestone which was precoated with an anionic emulsion, EA-11M. This emulsion is something of a hybrid which is similar to an 55-1 (ASTM).

Since Sulphlex 233A was originally designed to be similar to AC-20, it was known that the viscosity would be somewhat higher than that of the AC-10 which the District's seal coat crew was accustomed to shooting. Even so, it was decided that the binder distribution rate should still be around 0.38 gallon per square yard.

Laboratory tests on a preliminary sample (submitted about 20 days prior to construction) showed that the material would start breaking down chemically and foaming excessively when it reached a temperature of about 300°F. Viscosity just prior to foaming was approximately 250 cen­tipoises - considerably higher than ideal shooting viscosity. This con­firmed that the distributor truck would be approaching its mechanical limits and that it was absolutely essential for the binder material to be delivered to the job site at no less than 260°F to 270°F. However, this material was supposed to be the same as that which had been used in 1980, so there was confidence that its handling characteristics and workability would be similar.

11

CONSTRUCTION OF THE SULPHLEX CHIP SEAL

The Sulphlex binder was manufactured by Chemical Enterprises at their Odessa, Texas plant. It is not'known exactly when it was produced, but it was probably batched over a period of days during the first two weeks of August. The components were reacted and then pumped into three insu­lated chemical carriers (transports) to await shipment. It 1s also not known whether the material was maintained at elevated temperatures until shipment nor what the temperatures were when the three transports left the Odessa plant. However, maximum possible temperatures at departure were considered to be 280°F to 290°F, and the producer estimated that they would be 260°F to 270°F upon arrival at the job sites in San Antonio. Based on the viscosity-temperature test on the preliminary sample, this was considered to be the temperature which would produce the maximum usable viscosity.

The original plan was to have one transport arrive at an aggregate stockpile site on Fredericksburg Road (near the IH 10 frontage road test section) at 8:00 a.m. The Sulphlex was to be off-loaded to the distributor truck and the first shot was to be made by around 9:00 a.m. The second transport was scheduled to arrive at the second test section (intersection of Lp 1604 and FM 1535) around 10:00 a.m. and after the first section was completed, the second one would be begun. Depending on how well construction was gOing, the third transport could either be used or taken to a local trucking firm to be put on steam until it was needed. (The Su1ph1ex which was used in 1980 had been kept in the transport for several days; and the temperature had been maintained by connecting the tank's heating flues or coils to an equipment cleaner steam generator at the trucking firm.)

The first transport left Odessa at 12:30 a.m. on Wednesday, August 25, 1982. It made the 350-mile trip in just over seven hours, arriving in San Antonio at 7:40 a.m. This was Transport No. 720 (hereinafter referred to as Transport No.1 or simply No.1). Transport No.1 went to the aggregate stockpile on Fredericksburg Road. Transport No. 641 (hereinafter referred to as Transport No. 2 or simply No.2) arrived at about the same time at the Lp 1604-FM 1535 test site.

Samples were drawn from Transport No.1, and the temperature was found to be about 206°F. The material was too viscous to shoot. Temperature of the material in the second transport was checked and found to be about the same, so it was taken to the trucking firm and put on steam. The Sulphlex in Transport No. 2 was down to 200°F by 11:15 a.m. when steam heating began. Transport No. 1 was also taken to the trucking firm to go on steam as soon as the material in Transport No.2 was. hot enough to use.

12

The third truck, No. 541 (hereinafter referred to as Transport No. 3 or simply No.3), arrived at the Fredericksburg Rd. stockpile area at 10:00 a.m. Samples were drawn; the temperature was found to be 232°F and the viscosity was 1828 centipoise •. Viscosities were measured with the Brookfield (rotating spindle) Viscometer which was powered by a portable generator.

BROOKFIELD VISCOMETER FIELD TESTS

Even though it seemed apparent to some that the material couldn't be used at this viscosity, others (who were accustomed to working with asphalt, optimistic, and committed to the task) decided to try to pump a load into the distributor (Appendix C, Page 37). They found that it wasn't even possible to pump it through the three-inch diameter hose, much less through the spray bar and nozzles onto the roadway. A search was begun to find another trucking firm with an adequate steam generator to heat the material in Transport No.3.

By early afternoon none had been found; however, a closer examination of the steam generator at the trucking firm revealed that it was similar to a (17-year old) steam cleaner (Appendix C. Page 37) which was located at the District shop area. So, in the absence of anything better, the proper fittings were made to input steam from the steam-cleaner nozzle into the heating flues of Transport No.3. By 6:15 p.m. temperature of the Sulphlex was 210°F.

13

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STEAM HEATING TRANSPORT AT DISTRICT OFFICE

The temperature climbed steadily throughout the night and by 6:00 a.m. the next day, Thursday, it was up to 280°F. ~ st~am fittings were removed and the transport was taken to the Fredericksburg Rd. stockpile site for off-loading into the distributor. The distributor was loaded and ready to shoot by about 9:15 a.m. Temperature of the Sulphlex in the distributor was 260°F.

The transport contained enough Sulphlex for two distributor loads. The first shot began shortly after 9:15 a.m. and the second was completed by 10:30 a.m. The Sulphlex was considerably more viscous than desired (probably around 540 centipoises), but there were no serious problems. Application rate was estimated to be 0.36 gallon per square yard. The aggregate was applied with a self-propelled spreader (Appendix C, Page 37) at a rate of one cubic yard to 95 square yards. Rolling was accom­plished with one steel flat-wheel roller and one nine-wheel pneumatic roller (Appendix C, Page 37).

14

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PLACING THE SULPHLEX SEAL COAT

15

Meanwhile, there were still two loaded transports: No.2 had been taken off steam (Sulphlex temperature of 230°F) at 6:00 p.m. on Wednesday when the trucking firm closed for the night; and No. 1 had not been on steam at all.

By 6:00 a.m. on Thursday, No. 2 was put back on steam (down to 200°F), and for some reason it continued to lose heat. It was down to 180°F at 8:00 a.m. No. 1 was dispatched to the Oistrict shop to be connected to the steam generator which had worked so well the night before with No.3. But the steam generator began to malfunction. It needed major repairs before it could be used. By 10:30 a.m. Transport No. 2 was up to only 220°F.

It was obvious that alternative heating equipment had to be found for both transports. After considerable searching, two portable oil field steam generating units were found. They were based in Luling, Texas, about 50 miles from San Antonio.

In the optimistic hope that the mObile steam generators would be effec­tive, Transport No.1 was dispatched to the Lp 1604-FM 1535 test site to be heated and Transport No.2 was dispatched to the Fredericksburg Rd. stockpile area to be heated. By 3:00 p.m. both transports were con­nected and heating began: No. 1 began at 152°F and No. 2 began at 195° F. Temperatures climbed steadily through the afternoon, but it was soon realized that the material would not be hot enough to shoot before the previously agreed upon deadline of 5:00 to 5:30 p.m.

MOBILE STEAM GENERATOR

16

Both transports and steam generators were moved to the District main­tenance yard to continue heating through the night. At 10:30 p.m. the heating tubes or flues in No. 1 ruptured, allowing steam to blow into the Sulphlex. The rupture was sudden. The steam generator was turned off immediately. Temperature of the Sulphlex was 230°F. There was no way to continue heating the material; further, there was no way to assess the extent and effects of the rupture until morning.

Upon examination the following morning (Friday), it could be seen that the Sulphlex was • ••• full of bubbles.· A four to five foot-long sawn stick was pushed down into the Sulphlex (to the bottom of the tank). When it was pulled out it was just wet with a slight brownish discolora­tion (· ••• asphalt emulsion color-). The heavy, viscous Sulphlex had not adhered to the stick. By mutual agreement between the job supervisor and the Chemical Enterprises representative, it was decided that the material was suspect at best, that neither party could use the material, and that it should be removed from the transport while it was still liquid enough to flow out. It was taken to a dump site and wasted.

By 8:00 a.m. the material in Transport No.2 had gotten up to 280°F to 290°F. The steam line was disconnected and the transport was moved to the Fredericksburg Rd. stockpile site. At about 9:00 a.m. as Sulphlex was being pumped into the distributor, a hydraulic hose on the distribu­tor pump ruptured. By 10:30 a.m. it had been repaired, but then it was discovered that enough Su1ph1ex had solidified in the pump that it was inoperable - frozen. The distributor truck was driven back to the District shop where the pump and associated parts were heated with the (now repaired) steam cleaner. After about 15 minutes of heating, thickened Su1ph1ex oozed out of the spray bar. After the pump started working freely again, 50 gallons of diesel were pumped into the tank through the loading port in an effort to thin any remaining Sulph1ex. The diesel was flushed out and the distributor returned to the Fredericksburg Rd. stockpile area.

By the time the hose was reconnected and off-loading begun, the pump was frozen again. This time (with several fire extinguishers on hand) an open flame pear-burner was used to free the pump. Then it was found that Sulphlex had thickened in the 3-inch diameter loading hose. The material just oozed out; it wouldn't pump. Another hose was obtained and the distributor was loaded. Temperature of the Su1phlex in the distributor tank was 250°F. With the pump in gear (circulating the materi a1) the truck was driven s-10w1y to the IH 10 frontage road test site and a successful shot was made.

17

The distributor truck operator left about 500 gallons of Sulphlex in the tank to circulate while returning for another load. The pump was straining and the hydraulic reservoir was hot and smoking. The spray bar nozzles were opened. one at a time. and each was clogged to some extent. The end plugs were removed from the spray bar and it was obvious that the Sulphlex was too viscous to shoot. If the pump had gone out at this point. the distributor would have had 500 gallons of solidifying Sulphlex in it. So it was decided to waste the 500 gallons, purge the distributor with hot AC-lO. and send the remaining Sulphlex (part of one transport load) back to Odessa. The temperature of the material was 2500 F to 255°F. It was 4:00 p.m.

The weather during the three days of this job was fairly typical for the latter part of August in the San Antonio area - hot. dry. and mostly clear. Air temperatures were 3 to 5 degrees higher than average with extremes of 76 0 to 970 on August 25th. 780 to 990 on the 26th. and 770

to 1000 on the 27th. Wind direction for all three days was SSE with average speeds around 10 to 11 miles per hour. There was no precipita­tion during the job (Appendix 0. Page 39).

It appeared that despite the difficulties. a very good Sulphlex chip seal test section had been placed. Standard ASTM (E 274) locked-wheel skid tests were run one month after placement. The section had a low SN40 of 47. a high SN40 of 70. and an average SN40 of 61. The average SN40 for the old surface (prior to placement of the seal) was 25 (Appendix E. Page 45).

NEW SULPHLEX CHIP SEAL

18

For the most part. conventional equipment had been used. It is not standard practice in Texas to use a steel flat-wheel roller on a chip seal because it tends to crush the aggregate; but for this job it was considered desirable because of" the way the material had handled during the 1980 Sulphlex seal placement.

At first observers were not very optimistic about the rock sticking in the mat. It appeared that the Sulphlex was so viscous that it didn't really adhere to the aggregate. However. the material had performed the same way in the 1980 job. Observers of the 1980 Sulphlex seal said that • ••• it just laid there; it didn't look like it was going to stick. We expected to have to pick it all uP. but after traffic had been on it a while. it settled in and looked like a regular seal coat.·

A process of purging was used to clean the Sulphlex out of the distribu­tor since there is no known solvent for Sulphlex for which there is a plentiful and inexpensive source. The distributor was first flushed by shooting about 50 gallons of hot AC-I0 through it. and this was then followed by diesel to get the asphalt out.

EMISSIONS MONITORING

Heated Sulphlex emits very malodorous. greenish colored fumes; and knowing that these emissions can be toxic (in high concentrations). researchers monitored sulfur dioxide (S02) and hydrogen sulfide (H2S) during the.job. Based on a toxicity chart (Figure 5) which was derived from references which were available to the Texas Air Control Board as of March 31. 1982. measured emissions were well below critical levels. " Analysis for S02 by Ion Chromatography showed no detectable S02 in either the blank or in Sample 1. Sample 2 showed 0.02 ppm S02 at a minimum detectable level (MOL) of 0.003 ppm. Analysis for H2S showed no detectable amounts for either the blank or Sample 1 and only 0.003 ppm for Sample 2 (Appendix F. Page 47). .

Based on observations and discussions with those who were working on the job. there were no serious toxic reactions to the gases. However. the distributor truck operator experienced some temporary dizziness after standing over the open hatch of the distributor truck for a prolonged time while the tank was being filled. And those who sampled tempera­tures through the open hatches in the tops of the transports felt tem­porary eye irritation and even nose and throat irritation if they breathed the fumes for several minutes. The heated Sulphlex certainly

19

Concentration (ppm)

0.3-1

2

3

6-12

20

Concentration (ppm)

0.02

3-4

10

. 20-50

170-300

TOXICITY OF S02

TOXICITY OF H2S

Figure 5

20

Effect

Detected by taste (some people will notice odor and experience irritation at 0.5 to 0.7 ppm)

Threshold Limit Value (TLV) for 8 hours of exposure per day for 5 days

Noticeable odor

Immediate irritation of nose and throat

Irritation to eyes

Effect

Odor threshold (Urotten egg" odor)

Eye irritation

Threshold Limit Value (TLV) for 8 hours of exposure per day for 5 days

Respiratory irritation. coughing

Maximum concentration which can be inhaled for one hour without serious consequences

EMISSIONS MONITORING BUBBLER SAMPLERS

had an objectionable odor, and it is likely that this caused workers to maintain a reasonable distance from the source~ It should be noted that for most of the operations, the fumes were not terribly strong. It was not difficult to work with the Sulphlex, and no special breathing devi­ces were required. In future jobs simple precautions could virtually eliminate any unpleasantness associated with the odors. Physical prop­erties and safety data for vinyl toluene, dicyclopentadiene, and Solvenol 2 are contained in Appendix G, Page 51.

LABORATORY TESTS

The Sulphlex which was used in this chip seal was designed to be similar to asphalt cement, to have a viscosity similar to AC-20, and to be usable in conventional equipment. And the tests which the central (SDHPT) laboratory ran were the same tests which are typically run in acceptance testing of asphalt cements (with one adaptation). While these tests undoubtably have significance, caution is urged not to assign the exact same meaning to the results as would be assumed if asphalt were the material being tested. Through years of use, prac-

21

titioners have developed a feel for how a particular penetration graded asphalt cement will behave. But will a Sulphlex of the same penetration behave the same way? Since Sulphlex foams excessively at about 300°F. the standard thin film oven test (5. hours at 325°F) was altered and run at 140°F for 14 days. What meaning can be assigned to the results of a test which was originally designed to simulate the accelerated aging of an asphalt cement 1n a drum plant and which was then adapted to another material? Figure 6 is a summary of the tests which were run on the samples and the resulting values.

When it was first discovered that the Sulphlex was too viscous to pump. it seemed obvious that the temperature had to be increased. This. of course. was consistent with previous laboratory tests and experiences with Sulphlex. However. the questions which followed were not so easily answered: (1) had the components of the Sulphlex been fully and properly reacted. (2) were the handling characteristics the same as those of the material which had been used two years earlier. and (3) had the Sulphlex deteriorated and/or become more viscous as a result of having been stored and (possibly) maintained at elevated temperatures for several days or weeks prior to delivery? There was no way to readily answer these questions in the field; and at best. only some indications were available from the test data which were obtained several weeks later.

Were the components fully reacted? There are no tests available to the State Department of Highways and Public Transportation which will clearly answer this question. However. data in Figure 6 indicate that the material which was contained in Transport No.2 was quite different from the Sulphlex in either of the other two transports and in the pre­liminary sample. This is evidenced by higher viscosities. higher tem­perature for softening pOint. higher temperature for brittleness. and lower penetrations. Note also that Transport No. 2 contained the Sulphlex which was so viscous that approximately half of the load had to be returned to the chemical plant. Since material was used from both Transport Nos. 2 and 3 (after a high enough temperature was reached). and since a good seal coat was apparently achieved. the answer to the question of whether the components were fully reacted is not being pursued.

Were the handling characteristics the same? The Sulphlex in Transport No.3 probably wasn't significantly different from that which had been used in 1980. As previously stated. the Sulphlex of the 1980 job didn't fan out well. it didn't flow after contacting the pavement. and at one point the distributor inexplicably lost pressure (perhaps due to a cool. thickened mass of Sulphlex). Also. the chip seal of 1980 was placed three days after the hot-mix job was comp.leted. allowing the material to be heated for a considerably longer time.

22

SULPHLEX LABORATORY DATA SIJIWlY

Lab 'C82373527 Lab IC82374440 Lab IC82374441 Lab IC82374442 Lab 'C82374128 Lab 'C82374439 Sampled 8-6-82 SlIqlled 8-25-82 Sampled 8-25-82 Sampled 8-25-82 Sampled 8-27-82 Sampled 8-80 by Submitted from by D. Hazlett at by D. Hazlett at by D. Hazlett at by H. Hardy SwRI at cOIIple-

SNfJLE IDENTIFICATION Chemica 1 Enter- jobsite upon jobsite upon jobsite upon from distributor tion of 1980 job prises at plant delivery. delivery. delivery. Truck No. 641 in Odessa, soon Truck No. 720 Truck No. 641· Truck No. 541 after manufact. (No. 1) (No.2) (No.3) (No.2)

Viscosity ~ 140 OF Potse , 1262 1579 3286 1287 2744 2432 Viscosity ~ approx. 275 OF Poise (Brookfield) 3.0 ~ 270 OF 5.80 II 273 OF 6.66 ~ 274 OF 5.78 ~ 272 OF 7.92 (I 275 OF 6.68 ~ 275 OF Penetration II 77 OF 128 110 56 94 71 96 , Specific Gravity (177°F 1.559 1.553 1.553 1.566 1.547 1.505 Softening Point 111 OF 118 OF 120 OF 112 OF 123 OF 127 OF Ducti lity on Original (I' 77 OF 5 cm/min 141 141 141 141 141 141 Ductility on Original @ 39.2 OF 1 cm/min 4 0 0 0 0 0 Penetration Original II 39.2 OF 100 g. 5 sec 3 0 0 2 1 0 Penetrati on Original II 39.2 OF 200 g 60 sec 38 15 10 33 6 17 Loss on Thin Film II 140 OF 14 days .64% .491 .72% .63% .901 1.203% Viscosity on Residue II 140 OF 2603 2256 5480 1408 4469 4255 Penetration on Residue II 77 OF 90 86 48 105 49 57 Ductility on Residue II 77 OF. 5 cm/min 141 141 141 141 141 141 Ductility on Residue II 39.2 OF 1 cm/min 0 0 0 0 0 0 Penetration TF II 39.2 OF 100 g 5 sec 1 0 0 0 1 2 Penetration TF II 39.2 OF 200 !I. 60 sec 16 15 3 16 8 16 8rittleness on Original 82 OF 79 OF 85 OF 80 OF 92 OF 87 OF

......

.. 'e'........., .•. _ .... ,~" .~ ... II .......... ?t •• I It .... at. 1 t *,2 .' .. 5 2 pi P .00nt'. t ). I JIn. • .M •• I' .... t no iF' .... fie t. • ........... '.t t 'tt· ~ .' «I .. rw •• r os t 1 rltilll

Had the Sulphlex deteriorated and/or become more viscous while in storage? Figure 1 clearly illustrates that the viscosities of the Sulphlex in the three transports were significantly higher than that of the preliminary sample which was taken at the plant only 19 days earlier. At 250°F this is approximately a six poises difference, and at 280°F it is approximately a 3 pOises difference. Further, preli.inary indications from research being performed at Texas Transportation Institute are that Sulphlex becomes significantly more viscous when stored for prolonged periods at elevated temperatures. Even so, Lab Sample #C82374441 (from Transport No.2) is the only 1982 sample which had a viscosity higher than the maximum allowable viscosity for an AC-20 (Figure 6). The sample from Transport No.1 had a measured viscosity slightly below the minimum allowable value for an AC-20, while the pre­liminary sample and the sample from Transport No.3 had viscosities well below the minimum allowable value for an AC-20. Note that Lab Sample 1C82374439, a sample of Sulphlex from August, 1980 which had been stored at ambient temperature, closed container conditions, was found to have a viscosity of 2432 poises at 140°F. This is only slightly higher than the maximum allowable viscosity for an AC-20.

EQUIPMENT CONSIDERATIONS

Clearly, it has been proven that Sulphlex can be applied with standard, unaltered paving equipment. Just as clear, however, is the fact that there is room for improvements, both in handling techniques and equip­ment. First, it is believed that the material could be at a higher tem­perature when it leaves the plant. Perhaps standard sulfur transports could be used to deliver the Sulphlex instead of chemical carriers. It is believed that sulfur transports are better designed and insulated to minimize heat loss during transit. Perhaps heating the transports with hot oil (as with asphalt cement transports) would be better than heating with steam. Additionally, modifications to the distributor should be considered. (Note that the distributor which was used was old and very worn.) Assuming that a Sulphlex with similar viscosity is to be used, it is felt that consid~ration should be given to using a distributor with a heavy-duty pump, perhaps larger or oversized nozzles, and an on­board heater which could be used. The heater on the SDHPT distributor was not used because it was felt that it might develop hot spots and cause the Sulphlex to foam.

24

PROBLEMS

From one perspective the hour by hour description of the construction activities makes the job seem almost calamitous - a new problem at every turn. But it should be kept in mind that (1) all of the problems (with one exception) were either directly or indirectly related to viscosity and (2) apparently an excellent chip seal was placed in spite of the difficulties.

At a post-construction conference which was held twelve days after the completion of the job, attendees identified two major problems - achiev­ing a usable viscosity and cleaning the equipment. First, the Su1ph1ex was not delivered to the job at a usable viscosity; and in retrospect, it is very likely that both test sections could have been completed on the first d~ if the binder had been delivered to the job site at a usable viscosity. Problems with off-loading, clogged hoses, etc. were all considered to be results of trying to use too viscous a material. Second, the purging/flushing technique for cleaning the distributor was considered to be too time consuming and inefficient.

25

CONCLUSIONS

It is concluded that:

1. It 1s possible to construct a Sulphlex chip seal using conventional, unaltered paving equipment and typical chip seal designs.

2. There is evidence that a flushed pavement will not bleed up through a Sulphlex chip seal.

3. There 1s evidence that a Sulphlex binder will adhere to typical seal coat aggregates with a strong bond, creating a very durable pavement surface.

4. There is evidence that Sulphlex 1s resistant to gasoline, diesel fuel, and other typical petroleum solvents which dissolve asphalt cements.

5. The use of Sulphlex in chip seal paving operations presents no environmental or health hazzards due to emissions.

6. There is no known solvent for Sulphlex for which there is a plentiful and reasonably priced supply.

7. The workability and initial performance (aggregate retention) of Sulphlex are different from those of AC-IO.

26 ,

RECOMMENDATIONS

It is recommended that:

1. Qualitative tests and acceptance criteria be developed for Su1ph1ex.

2. Provisions be made to assure that the Su1ph1ex has a usable viscos­ity when it reaches the job site.

3. Adequate auxiliary heating equipment be available in ~he event that the job schedule is interrupted.

4. Prolonged exposure to concentrated Su1ph1ex fumes be avoided.

5. A better procedure/solvent be developed to clean the distributor.

6. If Su1ph1ex of a similar viscosity is to be used, consideration be given to making alterations to the distributor, such as larger nozzles, heavy duty pump, and on-board heater which provides even heating (no hot spots).

7. Consideration be given to using transports with well designed and insulated tanks to minimize heat loss.

8. The transport tanks have heating coils or flues which are in satis­factory condition and which are compatible with the heating devices to be used (such as steam or oil).

9. Additional Su1ph1ex formulations be developed which have viscosities comparable to AC-10 and for which there are substantial sources for the components.

10. Additional Su1ph1ex chip seal test sections be considered for areas where the conditions might further test the ability of Sulphlex to (1) prevent a surface from flushing and (2) withstand the scrubbing action of stopping and turning maneuvers.

27

APPENDIX .A

29

CAl o

Texas Highway Department Type C Hot Mix Specification

1951 - 1961

ITEM 31'1

JlOT MIX ASPIIAJ .. TIC CONCRETE I' AVEl\IENT

117.1. Pneriptlon. Thi. item .hall ("onaist of a b ... course, a leveling-up eourse, a lurlat"P C!Ourac or any eom­binnlion of the.. course. u .hown on the planr., eneh t.o be eotllpollCld or a compacted mixture Itr mineral aKltreltnte .nd a"phaltle material. It ill the Intent of this .pecificution to produce a mixture which, when de.lgtled lItld Lellte" in .ccordnlll'e with tlte .. apeeifte.tion. and methods outlitle" in T.II.D. DulleUn C-14, Ih.n have tho rollowin, lubut'utory clen.lt, and ltabilit,:

Den.ltr ". Min. Mnx. N 08

Stablllt, ('" ) Optimum Not Ie .. than 31 except

9G when othorwise .hown on plan.

If Ute n,laturo produeecl doea not have tho .pet"ifted flUaUtlea, It .hall be ehanled until it don. The pavement .h.1l be eonstrueted on the prevlou.l, eompleted and approved IUb­er.de, bale, or in the eue of a brldce. on the prepared floor .Iab, .. herein 'peel"ed and In accord.nee with the detaill .ho ... on the plan ..

117.J. .,.t.ri ....

(1) IUnenl A, .... ,.' .. The mineral anre,ate .hall be composed of a eoane

.' ..... '.te and a fine ."reg.te. Sampl.. of eo.ne .,­Iftgate ancl ftne agJrregate .hnll be .ubtnilted in nCf'ordanl'e with the method. prescribed in Item 6 of the Standard Specificationl, and .pproval or both materl.l a .. d of the lOurce of .uppl, mu.t be obtained from the Engineer prior t.o deUve".

(.) eoa .... A,,,e,.t ..

The Coarse Ag..-epte lhall be th.t part of the .nrepte retained on a No. 10 meah .iev.: .h.1I eoftll.t of elean, touch, dur.ble frapentl of .tone, or cravel, .. herein.fter .peei­fled, of uniform qu.lit, throu,hout: It .hall be.praeticall, free from cia" ol'lanic or other InJurioua matter oecurrinl either free or .. eoatinl on the a,..-el.te. Material re­moved b, decantation (T.R.D. BulleUn G-ll) .ball not be more than 2", except when the pluUdtr Index of the re­moved material Ia Ie .. than I, the .mount ma, be .. much u 4~. The eoane ."regate ..... l haYe an .brulon of .. ot more than fort, (40) when IUbjeeted to the LeI A .. pl .. Abruion Teat (AA.S.H.O. T-96) for all t,pea except TJP8 "F" (Non-.kld Surf.ce Coune), which ..... 1 h.ve an .bruion or not more than thirty-flve (36) when .ubjeeted to the .. m. leat. IC gravel i. used lor Type MF", It .hall be 10 eruahed that .. inet, (90) per cent of the partld.. .hall have more than on. era.hed.face. .

(b) FI .. Anrel.t .. The ftn. .,,"pte ahall hi that part of the .",....

..... i .. ' the No. 10 me.h .. eve and .hall eo •• t of aand 01'

.tone acree .. lnp for a eomblnatlon of and and Ito .. 1Creeb­Ing •• S.nd .han be eompoaed of'durable atone partlelea f~ from lnjurioua fomen matter. Sereenfnp .hall be of the llAma or .Imilar m.terial u tpeclfled for eoane anrepte. The plutleit, inclex of th.t part of the ft .. e al,"pte pauin, the No. 40 aine .hall be not more than I when luted b, T.H.D.-53 procedu ....

(e) Minerai Piller. The mineral fliler ahaU eanafat of th0r0u,hl, drr atoM

du.t, .Iate du.t, Portland cement, or other mineral duat .pproved b, the En,ineer. The mineral flller ah.1l be free from foreign .nd other fnjurioaa matter. When _ted b, .landard laboratorr methodl, it lhall meet the followfnl lradin, requlrementl:

Pu.lnl a 80 meah ai.... . .. .. . . . .. . .. . .. .. .... 100" Pu ••• 200 meah aie .. , BOt ... dIaD. . . . • • . . .. 16"

(2) AaphaUIe MateriaL

(a) r.vlnl allxtare.

Aaphalt tor the pavin, mixtuN .hall hi of the tJpe. of Oil Aspb.lt u clctermlnod ." the Ettzlne"r and lhall meet. the requirententl or the Item .. A.phal .... Oil., and Emul-

w ....

"on.". The arade of uphalt ued .... n be .. dealpated .., the Enllneer after design teats ha.. wn mad. ulinK the minerai aarregatea that are to be uaed In the project, and the ..... OU. Krad. of .. phalt. If mon than one t,pe .f .. phallie eoncrete mixture Ia apeelfted for the project, onl~ on. pUG of uphalt will be required for an t,pea of mbturetl, anle .. otherwlae ahowa on plans.

(b) T_ Coat.

the up .... t material for Taek Coat .hall _t the Ie­quhemenu for Edlalalfted Mphalt, EA-l1M; or tat-Back A.phalt HC-2, or ehan be a eat-back uphalt made ." eom­binlna ftft, to .. tent, (&0-'10) per c:ent of the uphaltle material .. apec:ified for the type of paYinK mixture with thirt, to ftft, (30-60) per c:ent of KUOUn. and lor kel'OHno; or if ftC-2 C.Baek Aaphalt I. UIed, it ma" apon Ina true-

. tiOb. from the Enrineer, be diluted b, the addition cJf not to exeeed ftfteen (16) per c:ent of aD .PPl'O'fed grade ot ..... Ilne andlor keroaen., b, ~lume: the uphattle material •• hall meet the nquiremellts of the Item "Asph.lt .. Oil .. and Emulllon ....

It'l.l. Pa.'., Mkt8'" (1) T"... The ,.YIn. mlxturel .han eoMI.t of a uniform mlxtan'

of c:oane anrepte, ftno agpgate and uphaltle materiaL The padlnK of eac:h c:on.tituent of the mineral aagrepte ehall be lOch .. to produc:e, when properl, proportioned, a mixture, whleh. when te.ted In aec:ordanc:e with Bulletin C-14. will eonform to the limiutlon. for muter Kfldln. IlYeIl below for the type apec:lfted:

T,pe "C" (Coana Graded Surt .. CcMme): Pallid. 1- ac:~. ..... .•...............•. 100" 1· ... in. ,,- aereen ........................ ., to 100" Pauln. ~ - ac:reen, retained _ .. - tereeft .11 to 40" Pauinr 1Ai- ac:~, retained on "'- aen..11 to 40" Paaalnr '" - ac:reen, ntabted OIl 10 _h

alo" ...... -:' ........••.•...•...•••..••. 10 to 10" Total retained OIl 10 .................... 10 to 86" l'as.lnK 10 -.h ...... retained oil 40 .....

.ie\,. , .................•......••..... " 0 to II" Passin, CO meth .. ne. retained OIl 110 meah

lie" .................... .,.............. I to 21'" Pu.ln, 10 IIleIh ...... retained Oft 100 .....

.ien .................................. 'to ." Pallin, 100 ......................... ~ ...... 1 to 10",

The uphalUe material ehall form ttoIn 1.1 to '" of the mixture b, -.Iaht.

APPENDIX B

33

..

SPECIAl. IPICtrlCAnOR

It'DI 3155 ACGUCATE fOil SUU'ACE 'lUA!H!RTS

(.POI' B1ah Vol ... !Talfie)

1. Descript1on. 'l'bia itn .. tabU.b .. tha requir-.au for awqat .. to bit used 1n the conatructlon of aurface uutM1lU OD roael. vith ~1Cb 901uac trafflc.

2. Mauriah. Aacrepte. ahall ba ca.poaa4 of clun, touah an4 'UTable parUcle. of cnaahecJ tnp rock. cnaheel flint Took. cnaabd It.atone. cru.hed I1Mstone rock a.phalt. cruahd aanelatone. cruaheel rb7oUte. cru.hed ala, or 11,btval,ht a"re .. ta. !heae a"ra,at .... y .. fura1&be4 aeparately 01' ••• blenetecJ coablnatlon tberaof. escapt tbat It..tone or liMetone I'ock a.pbalt .. ur1&l .. y DOt be fund.bed a.,an tely 01' tbe CWO .. uriah .. y DOt .. Uen4ec1 to,etbar but .. y be fun18bec1 if bleDded witb an), of the other aure,ata. U.ted above. .y .. t.r1&le u.e4. or • combination thereof. aball DOt contain 8OI'a tban a total of 5 percent by we1ght of .oft paI'Uc1 .. ad othar .aleteriou ... tel'1al .. 'eteN1nad by Yeat Method Tex-217-r. '.rt I. with r .. peet to u...tone rock a.phalt. or a. 'etel'1lined by Taet Kethoc! Tez-U3-A for all other .. ter1&ls. A.

. ainiaua of 85% of the .. tarial rata1Dd OD the •• 4 al."a ahall have 80re than one cruahd face.

'lbe _urelate .ball DOt contain _re than 1.0 percant by velaht of fine 'u.t. cla)'-like particle •• and 101' a11t ,r .. ent vbeD te.ted iD accordance with Te.t Metbod Tea-211-J'. 'ut n. 'l'be percent of war. a. 'ateraiD" ., Ya.t Iletbo4 fa-U~. for aacb .. terial uaed .ball DOt exceed» ,.rc_t. •

'lbe .. xiam n.UD... ID4a .ball tIOt exceed 15 vbaD taated 1D accol'dance with Tentative Te.t .. tbod Taz-224-J'.

fte .au,ata will .. aubjacted to • CJc1 .. of the SoundDa •• f .. t iD Accordance with faat "thoc! fa-411-A.. ~ !be 10 •• aball Dot .. lI'uter than )0 when .. pe.1U1l wlphata ia 118&4. !bla t .. t will DOt apply to blend. vitb cl'u.heel trap rock. cnaheel fliDt rock, cru.hed rhyolite or 11,htvdaht a"rapt ••

L1,htveilht a'lre,ate 1. herain '&fined a •• &gre,atea prepared by expandiD&. caleininl. 01' aintar1D& ,roc!ucta Rch .. blaat furnace ala,. clay. diato­mte. fly a.h •• hale or alate. J.1&htvei,ht a&gre,ate 1& furtber defined ao a. to 1nclude allre .. te. prepared b, proce •• ina natural .. terial., aucb a. pumice. ,coria. or tuff. Li,htveilht a,cre.ate •• hall .. coapo.ed predoa­!natel)' of cellular .nd ,ranular inor,anic .. terial. !he unit Vel,bt of aucce •• ive .hipment. of lilhtvel,ht allre,ate aball aot differ by .ore than 10% froe that of the .. .,1e .ubll1tted for acceptance ta.ta. fte -rre •• ura Slakinl Valua" ahall DOt axea.d 4% wheD te.ted 1D accordance vitb Ye.t Metboc! Ya-4n-A. !he "A&&re .. te Freese-thav to .. " aball .ot exc.ed 7% when te.ted ID accordaDCe with t .. t .. thoc! fea-412-A..

34

3155.000 10·79

A;&r.aare 85ed Sn ~hi. it .. aball .... a "oll.h Valua" of aot lea. tban t.he valU(' shown 011 tbe plan. when t •• t .. Sa accoreSaDCa vitb lut Method 1' .... 438-1., !!!. if Lhe Contractor ao .leeta. a unifonil), UaDd" IdstUTe or a"reBate • ..,y bel .ed Sa thb St... !be m.stur. aull CODun of .oll-polbhin~ IIIIteria1a 1tlencSaeS vith other _tartala entaiDeeS within ,aralt'aph 1 above. the 'olhb Value of tbe aoa-pollab1DI _tarSal in t.he .,laDd aball H DOt lu. tban 41 .,baD tutad ill aceoreSaca with lut Method le ... 438-A. except that vha1l tnp nell. or !liDt nck 'a ..... &be poli.h .alue roquireaeDt. ar ... S ....

A&,regate. from eacb .iffat'ent ~rca .• ball .,. t •• tad iD4iv1duall)' for c.-pliaDce vitb all r.qulr .... t.. (Allr.sat •• 1tlendeeS vith aon-po11ah1D1 8Slre,ate • .,111 Dot be raqulrad to ... t JOll.b .. lae raqu1l'..enta). '01' .,lend. vitb 11 •• ton. or li ... toDa rock a.,ult, tile A1ICNDt of aoa-pollah­Sal 81lre,ate included iD tba .1eDded ca.biaatiOD .ball •• a -'~ of )D% ., 'WOlu.. ... deteraiDed M1cIw, of the .. terial .... iDl tbe 3'4" ai • .,. aDd rataiDed on the 3/S" at.". for &be Graa. , lIDclifi.d Allre,at., or of the _urial pa .. inl tbe 5/1" eieva aDd rata1Ded OIl tbe 10. 4 ai..,. for the Grade 4 Modified or 4A Mod1Ued Auresate. At the Contractor'. option the DOII-poU.hini aunsau _y be .1& ... 0 a. to iDdude acm-po11ahinl particle. vithln the other acr.ee ais .. of the particular Cracle of .,lended allTelate. ne DOn-poll.hinl auresate aut "e aqual to 01' area tel' in .,ear re.i.tance tban tbe allrelate to be s.proved b)' .,lend1n& when t .. ted 1D accordance vith Tut Mathod la-US-A. 'art Ill.

Specification CompliaDce for proper proportloD of tbe 1tlended -'sture of a"relate. ahall be fro. repre.entati.,e 8AOple. taken fro. the atockpiles after aixinl is cOlllpleted. but prior to ,recoaU.DI operat1n.. 'ercant ., Y01U1H _y be cleterained b)' .. kinl a .,bual count of tbe Murial ... outllned 1D 'l'est Metbod 'l'e",413-A. peS coavertiDI .,u,hU to .'W01_. by appropriate .. aDa.

3. i!!!!!.. When ta.ted .,. len Method 'l'a-200-r. 'art 1. tbe aradaUOD requ1raenta for the follov1ra& &racl .. of ."rasate eball Ite a. follova.

Grade 3 MocS. leta iDeeS _ 3/4" .i..,a "taiDed OIl 5/1" alaY. IetaiDecl OIl 1/2" ai..,. IetaiDed OIl 3/S" aleve IetaiDeeS OIl 110. 4 a1."e IetaiDeeS OIl 10: 10 at."e

. Grade 4 Mod. letaiDeeS OIl 5/1" .1..,. IctdDed OIl 1/2" ale.,. letaiDed OIl 3/1" ei ... letabacl OD 110. 4 deve RetaiDeeS OIl 110. 10 ateva

35

-:f

'areaDt .,. • Ve1lht

o 0-5

20 - 45 .5 - 100 '5 - 100

N.S - 100

o 0-5

15 - 35 .5 - 100

tI.S - 100

"155.000 10-71

..

.. -. ' .'

Crade 4A !Iud. ..tataecS Oft 5/8" .ine lata1aecS OD 1/2" .Ieft .. talfted OD '/8" .lne aateiDed OD 110. , es...e .. ta1H4 OD 110. 10 eieYe

Grade 5 Hod. ~talDe4 Oft 1/2" .1..­.. teifted Oft '/1" .1 .. e .. ta1ned OD 10. , .1eft latai_ OD 110. 10 .lne

o 0-5

20 - 45 . as - 100

•• 5 - 100

o 0-5

50 - 70 '1.5 - 100

4. 'rec03t .. d A&8t'l.!seu.. !be _urelet ... hall be precoated ill accorclaace with tbe precoAtiD& aethod. outl1Ded ill It .. '04 "AI,resata For Surface Treataent. (Precoated)(Cla •• 1)".Art1cl. '04.5 tbru 304.7 ... cept that the aUowabl41 ranaa 1D tha ,arcnt of ,recoat .tarial or flu 011 .ball lu! frOID 0.2 to 2.0 ,ereent ., n1lht. !be t". of ,recoatiq _tedal .ball be deterained ., the ID&1D .. r.

Ilended uteriala .ball be bl_dd trior to ,recoatiD&.

S. Measurement and raY!D!!!t. A&St'ept .. w!1l be .... ur .. aDd paid for lD accordance with the 10YemiDi .pec1f1cat1oa. for the it ... of con.tructl0ft ift which tbea. uterial. are aad.

36

3155.000 10.,g

•

APPENDIX C

37

EQUIPMENT

Binder Distributor: Etnyre-Model BTHS, 1750 gallon capacity

Aggregate Spreader: Rosco-Model SPKH, 14 ft.

Flat Wheel Roller: Ingram-3 wheel, 5-B tons (used empty)

Pneumatic Roller: Ingram Model 9-2BOOP, 6 tons

District Steam Cleaner: Steam Heater by Malsbary, Model 327-GES

Mobile Steam Generators: Texsteam Steamer, Model P-4992-4BT

Emissions Samplers: Telematic Bubbler Samplers with dilute sodium car­bonate/bicarbonate absorbing solution when testing for S02 and with alkaline cadmium sulfate absorbing solution when testing for H2S

38

APPENDIX D

39

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Itt "" '" ''''''1. I!ln .1I"1&l1"'l Illttll LOCAL CLIMATOLOGICAL DATA

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40

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WEATHER CpOES • 1\IlIIOO 1 'IUC)(IIS' .... t SlUA!.l • MIN • MI. SIO€II5 III FII[[III6 MI. L .IZru

II. naZ116 .JlZU S PIDo 1M PIDo SlD[IIS " PIDo IlIA 111$ • PIDo 'lUUS Ie let CllTS'ALS I' Jt[ 'lWlS

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41

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ie, ~"I-Tl 10' I ,tI, I I. It "r

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~

HOURLY PRECIPITATION IIATER EQUIVALENT IN 'ICHESI ." "" ~-run

~ A.". HOUR ENDING AT P.". HOUR ENDING AT • 1 2 3 4 S " 7 8 IJ 10 11 12 1 2 3 4 S " 7 8 1 2 I • S

t • . ., .tt .. , • .n ... .11

" , , t1 n II 14 n

" 17 , 11 n 21 21 21 21 2. 2S 2. 27 11 2t

I~

"AXI"U" SHORT DURATION PRECIPITATION 111( PERIOD ("INUTESI 5 10 15 10 30 45 ' '0 10 100 PRECIPITATION IJIltI(SI 10.1. IUS 'US 00, IS to,,, .u, fWDn to,,, to." EIIO£D: OAT[ '1 U U .1 tl .1 tl U U

EGD: TJI( lUI 1I2S lUO 1m IUS .... .... 1 ... 1 ...

III PI[tlPlTll"l lllUns ftl r.l 1 •• ltlln TI'l IIH.mS •• , 'CC" 11 an TI.[ ... IIS "[ IlnM til III[ 11.ICUlt IS til UDIIS TIll ,1 I.l Im.ul. '11[ HO TIll H[ III [l1[tU III tilt[ l.m'5.

$115""11'1 '"CE HD IIOEII" 11111111111 IUILIILl f.,,: ,.[ 1IIIIIll tLlum tUIU. f£lUIL '"LIiIS. as.HILL[ J.C. KIll In.: ... UClII.IS

'.5, .[, .. ,,[n ,F ''''Ut[ InitIAL cLlum C[I1U fmlll 'UILlI" IS'!IILU. I.C. KIll

.. ( •• Il I".IT .. III (IPUTU

110 150 to.l' to,,,

'I U

lUI 1 ...

- --

IJ 10 11 12

.tt .'1 •• 1 .• 1

180 ..... .1

1 ...

~-,

Era;

~ ja

1 2 J • , • J • • 11

11 11 n I. IS .. 17 11 n 1. 21 22 2J 1. n u 17 11 2' II~

PIRST CLASS State Dept. of B1&hvaya r. O. Bos 29928 Ian AIltDDio. n 78284

43

,

APPENDIX E

45

HIGHWAY: IH 10 EASTBOUND FRONTAGE ROAD FROM: JCT. DE ZAVALA RD. TO: JCT. LP. 345 EXXON STA. COMMENT: EBFR SULPHLEX SEAL PLACED: 08/82 BINDER: SULPHLEX 233A TESTED ON: 9/28/82 TRUCK NO.: 43 AIR TEMP.: 88 F

AVERAGE SKID NUMBER (OLD SURFACE) PRIOR TO PLACEMENT: 25

TEST & LANE

SPEED Clt1M. MILES

SKID NUMBER

+-----------+-----------+-----------+-----------+ 1A 40 0.0 70 2B 40 0.1 62 3A 40 0.2 64 4B 40 0.2 47 SA 40 0.3 57 68 40 0.4 60 7B 40 0.5 62 88 40 0.5 62

SKID NUMBER - LO •••• 47 SKID NUMBER - AVG ••• 61 SKID NUMBER - HI •••• 70

46

APPENDIX F

47

-c •

'l't:xr.:. AIh COJTROL BOARD LABORA'l'On

£330 P.1Chva7 290 Zast Austin, 'l'exas 18723

---

Sample: Special Stud), 1-10 at Old FredericksburJ Road for Hipay DepartJDent

N:L tl.IIOer: ~SS~-:..II2io1.10 ______ _

Ci ty I,Co]Jn ty: San Antcnio/Bexar Descnptlon: lIpinger Slll'ples for 9J2

Delivered By: Rod Moe ---------------IJIte Slapled: ..a'~-.t=26~-.xA82I:._. _____ _

LAJK:>RATCIQ' ANALYSIS

Analysis for S02 by 1m OlrOlll8toanphy .bCJlo's no detectable 502 in either blank or in Saarple 1. Suple 2 shaws .02 ppIII S02 at an J.I>L of .003 ppm.

1-30-82 Ilite ReCeived

'-2-12 IJI te Reported

48

, --

-T---'---------"'--------.-:-------------. i '

I .. ' l

· .1

t · .. I , f I I ! I1ak I ¥11 !

¥'2 · I r

. I I

i . I

!

..

• 7EXA3 AIR COITROL BOARD

LABORA'l'OIlY '330 Rl,bv.r 290 a.at

AuatiD. 7esa. ,8723

• &.pIe: 1-10 at 01el FreclericbbuIJ J.'d.1CJ. 1tIIber: Special Study 20

Deliverecl By: _ ltirhway Departaent Ci ty (Coun ty: s.n AIltalio/IeDr Descnption: Date ...,lec1: _.'_-.::;,26::,.-.;;,;12 ______ _

~

WKlRA1'CJO' ANALYSIS

!L Ill!! II. i 'B~ e 0.0 G.O G.O 0.0 0.0

20 G.O G.O 0.0 0.0 0.0

20 .012 0.2'" .OS3 4.S .003

..

•

teiviil

'-31-12 JuID J. lios Date Reported .

___ 0 • __ .~!.!.:.:~-~

49

APPENDIX G

51

-.

•

..

~ A T £ R I A L a A F ~ t, D A t A a H E E T PAG~: I eo- CMY.MJCAL U.S.'. _IDLA_I> -JC~JCA •• 164h ~~~~G~"cr PHON~: '11-6l6-4400

EFtt:CTtvL &JUt:. el .JUN"" DAft; PRUTt:O: II .JUL 17 PRODUCT COUE: .16011

-SO: 0201

UC;ftFD1FNrs (TIPICAt. yaLUt.s-lttt,: -SPEClnCl1JUIIS) I • I

I ".2 I

I'MfSlCAL -Dau

.Ol~I-C P01-~: )JJ.9f . I 10L. ." WA~~R: 0.008" 'A~ PMy-SS: 1.10 _MMG • 20C I IP. G~A~lTYI 0.9i1l4 , .0/bOf VAP DYNS1Tf (AI'-I): 4.0R I • VOLATILE ~1 VULt MOf APPL. lPPUtI,,"Ci. AND DOOR: CLEAR LIDUID. DISAGMEUIfLt.: ODOM.

aUTION 2

rLAS~ POIN~: 12'F I rLA~MaBLE LIMITS CSTP IN AIR) METHOD USED: TAG CLOSlD cup I LfL: 0.8 UFL: 11 EXflNGUJSHING MEDIA: ~aTt.:~ tUG. f~'M. ALCOhOL FOAM, C02. &Jkf CHEMICAL. ap~CIAL FIRt fJCH11NG ~UUlfML~T ANO HAtA~D~: AT EL~VAtED f£MPERATUtl~S

aUCH AS IN fJRF rONUJT10~S, pnLY~~Rl~AT10N MAY TAKt.: PLACE. IF IT tAKES PLACE III A CLOSE&> CONTAlfllt:Jt. THEkt; IS A POSSIBILITY OF' A VlOLEII' ItUPTURE. " UPUPS .'0111'4 FLA"'MAtlLE .. lnullE; "ITH lIlt At ELEVATED !EMPERAfUM£S.

IF;CflUIl J ltucIni"'·DATA

ItAl'lLlTU aTABLE. POI.,M"."IZU SLUwLY AT feOUN !LMPEMATUME' AVOID ~E;AT. •

.hCCII4pnU1LITU ACID, "AbE, DIJUJUItC ,.U':PUL •. MAzaJeDlJlIS Dt;CuMPDsn J lIN PfitJDUC'I'S: ._ •• IIUAIcDUUS POLy .. £ftJZATJotn "AY DCCUft. l\lUIDitEAT. MEIAL alLIS.

auc .. AS Ft;ICRIC AND ALUMJIiIU" CHLOklDrs:

IU:ClIU" 4 "Plt.". 1.Eb. All" DUl-llSAL PROCEDURES

lClll1N Tn TAt.£ rut< aPI LLS (tIS.; AP~M"PJolJATt. laFEU EUU1PMt; .. TU aMALL SPlt.L (If( IoF:llt: M£ .. Uvt: FOM DISPOSAL It' CUVUHNC; wITH aUJfAttL~ AbSORl'lNG AGt.tw,". 6UCH AS aAND. U· aPILL tlCCUft~ 1/1. " Cotwt"!NI::D AREA, aUctt AS A &Jlat. pu~~ ~A't~ 1.10 lPLA, 'l .. rLTOLU~~~ TH~" CAN ~E PUMPED OFr THl

C :UIl1' ... UED UII PACt.· 2 ,

52

..

~ A T ~ • I • L 5' ~ ~ " ~. T AS" t ~ , 'ACOL: 2 pu .. C".:.'CAI, U.5.'. "I Ul.."" ".rH I ,., .. 4 .. -..0 ~Mt MCt:llr., "ltUhl:.: .n--.h-44,,0

'MOOUCT CUDE: 91bOo PMl','UCT .(,.ltl''''. 'lltYl, ~"Lttt" •. lilT Atilt ~'" .1II/tlf4ITUIC GMAI.IE6'.SlU 0"" •

• F:t'II"'~ .. SPUL. U:"t. AteU IIItWln.Al PIIUCt:UUiot:S CCOhtUUU» A:tJt' .. tl' T""to; ffiM •• ' .• (,LS U.5f • .,tlf1h .... JA1l:. 1i •• ·C;U EUUJPMEIliTU tCUht!NUt:OJ

.Ar.p tUM "tCUV ... ,. DI5PftsaL .£1"01): • IIC'''I:UU: .11 "~lI"'C;fil.r OtSIC;IIFD FUlflIACt.. ~OMPLI "ITH

.t:Dt; .... ". 5T"1'£ "Nil '.nCIi. "~ClILAIIO"5 •

.... cuur. S

I .. Ct.~l'W": a.Uw SJIiiCI.E .,U5.: OlilL. "D~O' '"US) 4000 IIC/KC. EYt. COlillACT: S"IC"T·I"MIT"1I1l~ .. "lit .. " CU'U.UL ... JUIU a.ht;a.J. SKI. cn.,IAcr: SI"'GLf: S'401l1' tnnSUMt. -- .. u JIfRlTATlOh 1011ClLV. PIlO"OW(;to

U,", Rtr.:Pk.A,·t:D -- .l.ICM1· Tn "Ul)l!:tfA"l:, Il'llltATH." t ft:r. A ".1101' BUR" 'L'SS I J4l.L.

S~l" ... su"PlIO .. : loll" Tt.llelh: liLt .... !to Ht.e.Alt51: SKIll! n;STS lNDleA'l·t: IIU A~"'UtC .. tl(lr..

1.~_L .. rIU~1 1(,,: IOU PPM CI~1JJ. E.·nCr" O~ UVUcEXi'&lSlI"t:: ' .• ltJI:.CTJUUlll.f Utlltit, ut. AhD USAL 1IlMJ'fATJUN.

"ICti l.nEl.S - .ltUTHESU. &.0 .. 1:: ...... Yt:l.5 • l'nU.ESS AND DRU ..... EHNESS.

tlMST _IO-·lfUTt. ro P~ISICIAN

·Fl~ST AIU P~OCI:.OURtS: ClUTJ~~ - REVl" GI_t. .l.VIOS Ull IhDUC£ 'O~ITIHC IF . PalIn., IS U"CONSCIUUS UR HUIHG CUHVUl.SIOt.lS'.

-

EIltS: F&.ttSH _11'H pI-un lIf ""· •• R. C;t r "'I;;OICAI. ATTI::NTlON IF , .. I. EFFECTS ~ ue:vr..&'''P.

S"I'It: ."U&" .. U" PLl::hTY ur .An:". Gt.t .. t:OICAL Attl:tlTlllN. IF 1&.1. LfrEers uln.Lu~.

, .. hAI,aa IUN: If 1&.1. nU.en UCCUfi. PI<0'"'P1LY tcU4UVt: t't;RSUiIe to .·ttUtt AI~. aLt.P 141" UU1ET A,." IIIllf .. AIfO cn "EL~ICAL ATTt:NTI0... IF MRt;UHUtG STriPS. STAMI AMUFlCIlL. kI:.5PlttUION •

• HCO[!llTluJt: Ct)"UU.S PIoT'Utl.t.lIt'! .111 Y':~l'. ACTlY£" ."l:IC~Dlt:llt "AS A LU" ORAl, ~OXlelTt. DO IIIIT IHOUCt: v',.untlc. G"t: """If 0 "LU10S •. ' ....... ·&11"'· ..... ' t'U"T"r.T - "",SIC Ull.

llUTt 111 "'I.SIC'IAH: THIS PtfOnltC''' cn"'-Ulls A' PI:.T"Ul.EUM aULVUI1'. ·A .,I.II)(;· ... t AS ItJ TM.; _OVlll"KILtH Of' CASTa-JC a.AVAtil:: "UST Bt; ;'AUI:. ""St.&) UP .... 1"1:: 1UUCITt or 1M16' ""l,()UC'T VL"SU~ THt: HAtAtfD .... A.PIIUTI0N. It· L'UCt; IS Pt:Il.ORM£U. 1HE us •• Of A CUUt.II t:NDU1·ItACltEAL 7UBt: 15 1ct.("ft .. lila:;twOt:O. . .

...... ,.It .• r!IIU II.TU ... 1. vun II •• T .... Am·rlCH.tlT. ".:S"JkarUIcY PtfUnCTlu'u UP."" lOCI liP'" -- ItUhU '''0 PPM .IIU Af\U¥L -­

AU.' ,. .... 'l61-t.n "Nt.lIHINe; ''''''''ATUI'. ,.,IJH.CTUt. Cl.ltfHlltC: CI •• ·.N ... tll'Y CUVUfllfC CLUfHlhC. ."UlVlDE _lTh

".,un:,. .'U~ 0." IiiLtJ"'F."~ (.ft .nr!-s .... '," .. f,: PI.ASH e.

53

o • o ...

-

,.. ..

. --

• Mar E It I a L •• F L T Y D a T a ." E E T PAGE. I

DO_ CHE_IClL U.I.A. MIDLAND MIC"IGAN ."4~ ~.EltG£NCr 'HOhE. 517-'1.-•• 00 PRODUCT CUD£: 91'0.

,ROOUC,. (CON1'DU .'NfL TIlI.UE .... U2T '''0 r.OT "'ttlll1'UM GIfAD£S)MSD: 0201 SV.r-tIUft'· .,k;C'U IfA."LUlG 1 ... fUJcMAflUN (CONTINUED)

. . En: PNnTECTIOIU IU·I:,., &:L1SSi:1 WIT"ltlJ'f 11D~ IHn:LDS.

s£r-fIO" .' .. : .P£CI~L ,RLCIUTIUNS IND aDDItIONAL 'NrORMAT10N . .. PRlClUTUII.S 10 .E TAKEN IN "UOL1"C AIID nuttAGE. AVOID 8MEAtHlIG UPORS

Jf GE.E"lT~O. AV~JO IKI~ A~~ llt: CONTACT. PMACTICE CARE AND CAUTION TIJ lVOID Ll~LOSA81LITY. MOttlTUM AltO CO~t~DL '''HJBITOM LEVEL At >5 ~PM. CONTMOL trMPEltaTU~" IN I?UNAG£ ~~Lu~ tOf. VAPOM IS 1.1 flMES tlt.AYn:M titAN AlP AT 100'" llllD "'I All IG .. JUUN 1"LM)'t.RATUME ur 9lff. . . .

ADDITIONAL '''.OrcNATION. It" AltYl --­

LlSt P1CE

tHt: INrnRMAtJUII ... · .. F.I .. IS GIVEII .... GoOD f OAI1H. aUT IIIU "lMRANTr. i:XP~t:IS~O Uk IN'Llro. IS MADE.

54

t ;

E)$(ON CHEMICALS

Dicydopentadiene fI1

TestM8thod Specifications AMS ASTM

,/

Appearance ca.ar Met Free of Suspended Mdef

Color, PI-Co COMPOsmON - Avell. Monomers', Wt"Ifo

CycIopent.diene

Methylcyclopentadiene

Acyclic Dienes

Specific Gravity. 20120 "C Inhibitor (po Tertiary Butyl Catechol) ppm 1" Ctac:IIM ANIrIII

Typica' Ana'ysis Color Pt-Co SpecifiC Gravity. 20/20 "C COMPOSIT10N - Avail. Monome .... Wt '"

Ca Acyclic. C, Cyclodienes Cyclopentadiene Methylcyclopentadiene

DISTILLATlON, "C IBP '0% Evaporated 10% Evaporated 15% Evaporated FPB

Flash Point, (Tag CtoHd Cup) "F

Shipping Information Shipping Weight (Approx) IO"F Flash Point (Tag Closed Cup) "F

100MB

87.0 Min

z.&Mu 0.17-0.185

100-200

25 .1765

1A <.1 •• 3

0.3

157 161 189 173 16

1.171b1ge'

35

10.15

110.50

... dded

180.SO

DAN'-"2l1 EXTREMELY FLAMMABLE - MAY CAUSE FLASH FIRE MAY CAUSE EVE IRRITATION - VAPORS IRRITANT

Reter to Material Safety Data Shiel avenable from Exxon Chemical Company U.sA 81 addr ... Ihown below.

D1201

D1218

D 1290 D1298

Dee

D56

:= ::mr-.= ~~o:a~f~~~~~ ':.t~&t= =':L:"~;'A~~:;r rr:.'t;.~"'rS'&t='=L~ ~ 11&,,_, 011 ....... "'l>CISS s.- .. _ ..... _ .. 1_ 0.- SAtlSf' _L' AS TO 1>41 sun"'L,,"'" _ ~, ... ss Of 5IICM -c-... "SA. -..... _____ • ., ...... - lI&'IOOII011"_~1.ISI

..... o. __ ".IA •• 'O _»'1_ ..... ,., .. __ .. .-~ __ ,._t/I __ l1011 __ uIA --

55

'.

..

...It- MATERIAL SAFETY DATA SHEET

.... "c:ULES ~ a.y u.s. ~ of Labar. ~tiIIl, SimiI-:- forni 0SHA·201

.oILING POINT.71O""" He

SPECIFIC GRAVITY CHaO-

VAPOR DENSITY CAIR - "

PERCENT VOLATILES IV VOLUME

MATERIAL

·0.154

4.9

100

APPEARANCE AND ODOR aeu, colorJ", liquid; pleuant, plne1ike odor

FLAMMABLE LIMITS IN AIR," IV VOLUME 0.7

EXTINGUISHING MEDIA Wat. faa. foam, arbon dioIdde, ., chaaIcaJ

SPECIAL FIRE· FIGHTING Cool coataiIIIn with Wit. tt ..... to fin. PROCEDURES

UNUSUAL FIRE AND EXPLOSION Not appIicabk HAZARDS

MSDS-07B Aprn 15. 1976 (Supersedes MSDS-07A ""012

~c; 21D111 HI

Las than J: II,,",

6.1

Liability II .. ~ dildaimed for eny loll • ifti"'Y erillne out of the _ of "'Is InfonMtioft • the ute of any mater .. .....,.

OAr-ANICS DEPARTMENT HERCULES INCORPORATED WILMINGTON, DELAWARE , ....

.... --.....

56

'.

'MSDS-078 ,.2012

THRESHOLD LIMIT VALUE

EFFECTS OF OVEREXPOSURE

EMERGENCY AND FlRST­AID PROCEDURP

. STAlILITY

UNSTAILE

VENTILATtON

STAILE

MECHANICAL tGENER4U

a,.: Fl_ wIda ...... IS ....... bcIbIy IIaIdiII QIIidI ...... Cal,.., It n

Itin: WIIh with _p'" wat •• ......,.. ClOD ........... cIodIiaJ. WIa1atioD: Ranaw *dIa I'toIII oontaminated .... Ad ........ artIf"ac:ial

IIIPintiolllfnec:enuy. CaD ph)'deian.

CONDrTIONS 10 AVOID

x

SPECIAL

OTHER

•

PROTECTIVE GLOVES Wet)' aJ-

OTHER PROTECTIVE EQUIPMENT Not Ipplic:able

PRECAUTIQN4RY LABELING

OTHER HANDLING AND STORAGE CONDITIONS

57

"

•

•

& ¥'*FWS •

NUMBER -"7

SOLVENOi! e Terpene Solvent A H'ap$olvency Terpene tfJdr'OCM'bon

IOLVENOLe 2 II a pale ,eUow to near colorless liquid that has hiah IOIftnc:y fOf resins, waxes, and peues. It is exceptionally ctrectivc IS a IOftcniq and swcllin& qent for rubber. Of pinewood orilin, it is a mixture of monocyclic tcrpcnes similar to those comprisin, Somnoll, but in differtnt proportions to one another and lliahtly broader in distillation ran,e.lt is compArable in solvent power with Solvenol 1 and,like the latter, is a atronpr aoIvent thaD turpcntille for waxes and rains.

Product SpecifatialItU

SpecifIC grwlty lit 1S.8I1S.e-C •••••••••••• 0.845-0.870 Distillation ,.,.. ·C first cc • • • • • • ; • • • • • •• 168 min

I5S • • • • • • • • • • • • •• 1H rrw.x iiI __ ...... __ .......... _

Typical P,opertieI .

Specific gr8Vity lit 16.8I1S.e-C •••••••••••• 0.860 Distillation range. ·C. 6" ••••••••••••••• 174

15" ••••••••••••••• '83 Color, Hu ........ '. • • • • • • • • • • • • • •• 45 Freezing point.·C • • • • • • • • • • • • • • • • • •• <-co Flash point. T.;. dOled CUP. ·F rc, _ . . . . . . . .. 116 (48' Kauri-butanol valu. _............. _ • •• 80 Aniline point. ·F rc, . . . . . . . . . . . . . . . .. <23 «-5)

CU~~~n8~

acar, neaf coiorlea liquid; hiP IOIvent power; biihly effective .oftCDiD& and 1WCllin& •• nt for natural and synthetic rubbers.

Typical u.. Solvenol 2 is an cxc:el1cnt IOmnt for a wide variety or natural and synthetic resins, waxes, P'Cases, and oils. BecaulC of its .oftenina and lWellina action on rubber, SoJvenol 2 is an outstandinJ reclaiminJ qent for Mtural and synthetic rubbers. In this application, it is pnerally used in col\iunction with dark tackiracr resins. Since Solven· 1 does not miJrate from reclaimed rubber, it contributes Donstainin, properties to such compounds. Other applicatiOns for SolYenol 2 include its usc IS a modifier for protective coatina solvents, and IS. speciaJty .olvent for a vuiety of uses that require a moderately .olatile, hiah4olvent­power liquid with a pleasant odor.

(ower)

1KMc .. c..t ~ ......... _ " ....... ~ ......... en iaI_ ..... ..-.ctI.., ...... . ..... .. ........... " III ...... klJ .. III -.cy " en ar-t ..... "'hlJ et_..-" • ..., .- ____ :. _ • ~ .., eI_..-..u .............. , __ .................... .,,, .... _ .......... .,;,,._....,.... I ~1li:" ..... _Q .. · ... _ .. · ... _·_~ __ ·_· .... ·_ . . _ _ _. _ • If"" 1_ ......... _ II _ ..-I&. _ .... __ I .... .,_ ... l .... , ___ _ .• " . ...... ........... II_..-.cta .... _. ___ • __ .......... ...,......, ......

58

•

'.

. .. Num ..... 7 ",20(2

. Amiable Forms: Liquid, ill tank cars, tank trueb, ad ID SSoplIon (208.Jiter) tIrumI (389 Ibs. 177 Ira. lid Wi).

fIDA .....

101¥enoJ 2 is cIeare4 b)' the U.s. Food and DNa Administntion far UIt ill food packqina as spec:if'aed ID the Code or Federal RcplatioDs, Title 21, UDder Icction 175.105, formerly Section 121.2520.

OSHA ..... As Herculca interpreb the U.s. OccupltiOJlIJ Safety and Health Act of 1970, Iolvenol 2 " • hazardous material becaua it is combustible. It has. nx: flash point of IlseF (~C). A Material Safety Data Sheet is anilable.

59

)

.. ,

•

•.

TABLE 1. PHYSICAL PROPERTIES

loun . , .".--. 1.t5.15·~~:. ~.t

1.2t7

.:' ~.::. ~

.. ... 31.1 .~ :

. .. . .;.~ J6l.1

J.n

1.92393

1.'U06 1.90620

0.90177

0.19734

0.118847

1.17960 0.17074

0.16188

0.15301

0.14414

013528 ~ .. 11" .,\ 1.12642

t· '120'''~ 0.11755 I Ue'~ 0.10168

r";>·i.~ 0.79912

>Uo~ {:-i.,.l; ;.,.4~~ ~ ... ~

60

111.110 1]0.191

167.7 19.5.

.. ~ 0.%72

'. , 31.5 2A.3

. .

395. 369.

1.68

1.1973 0.'123 0.1930 0.9084

0.1889 0.9044

0.D05

0.1639

0.1469

2

•

'.

TABLE 1. PHYSICAL PROPERTIES-Continued -- -.- ..... "

. ... :j

aol.1"C) 123 (50.5"C) 157 (69.4"C)

'14 (49O"C) 1067 (575"C) 941 (5OS'C)

-JO.6 -TI

-1011.13 -1161.98

2630.

16.68 16.bl.O

" .. ' A B. call1·'':~·· :.. .. .. :-: .,. 25 ~";':" 100.1 101.84 1• -tof' ~ '.' ~.~ • ....•.. .. ... .ftpor--.· -.-~.' _: ;:.~~.~ ::-~

• . : - '-.:. --==-..:..'-+---=.:=.:.:=----1--.:.:..:..:=..:.----------. ~ft' m~ am 13.8

1.54969

. ~ ,. . •• ~'. 1.54612 . 1.sc220 IL ~~DoUIIt j_:' II ~_

- '. ~ ... "!' ' .... ~ • ",.:- ••• I -....:. ::.:...~. ,+-----:;.;;:...:.:.::-+~-..:.::;...;::;;:....---------• . _ .•... : "'::-:'1' :, .. :. ·~··f ;.... '_-...:25=-'-'_':"'4' __ .::;1.5:::..::.4395:":"'---1-__ ...:1:.::.5:.:;39:.,:5;..1 ___ ..-;I~.5.;..S8;...S __ _

:: . ~~:_: : .:-:!~. ~ " ..• '11.' . I.54ICII 1.53415 - :. :' . ~ :-. ---"':.:::"':': ... -~·I--"':;I.53I2::':':::::I=---+--"':I=.5::')4;':37=----------.. - , ..... ,~; .. -... ,~.~ .... "

3 ·For CIIhcr opcmil!l .... jt ... die lilenture ahouId ............

-" .. -. __ ._._-_ .... -------------------------

61

•

TABLE 1. PHYSICAL PROPERTIES-Continued

62

~ TOLUENE

:. ,. ~ .~

.::

•

•

TABLE 1. PHYSICAL PROPERTIES-Continued

'.

•

•

5

, •

63